Vehicle air bag minimum distance enforcement apparatus, method and system

ABSTRACT

A vehicle safety device comprises a seat mounted within a passenger compartment of the vehicle, wherein the seat is movably connected to a vehicle frame by a seat position adjusting mechanism which allows the seat to move along an axis between a forward-most position and a rearward-most position. An air-bag is mounted within the passenger compartment in front of the forward-most position of the seat, with the forward-most position of the seat defined as a position of the seat in which a distance between a passenger seated in the seat and the air-bag is equal to a minimum safe clearance.  
     In addition, a method of maintaining a minimum safe clearance between an air-bag mounted in a vehicle and a vehicle passenger includes the steps of preventing motion of a seat toward the air-bag beyond a forward-most position wherein, when in the forward-most position, a passenger seated in the seat is separated from the air-bag by a predetermined minimum safe clearance and providing a position adjusting mechanism for at least one vehicle control pedal to allow a passenger seated in the seat to adjust a distance between the seat and the at least one pedal by moving the at least one pedal toward and away from the seat.  
     The invention also contemplates an automatic seat positioning system which takes into account both seat to air-bag distance and eye height and automatically, optimally positions a passenger to maximize safety and comfort.

RELATED APPLICATIONS

[0001] This application claims the benefit of U.S. ProvisionalApplication No. 60/101,487, filed Sep. 23, 1998; U.S. ProvisionalApplication No. 60/105,245, filed Oct. 22, 1998 and U.S. ProvisionalApplication No. 60/105,595, filed Oct. 26, 1998.

FIELD OF THE INVENTION

[0002] The present invention relates to safety systems and methods forvehicles and more particularly relates to vehicle air-bag systems which,in operation, take into account a clearance between a vehicle passengerand an air-bag.

BACKGROUND OF THE INVENTION

[0003] Although statistics indicate that vehicles equipped with air-bagshave enhanced passenger safety, under certain conditions air-bags havebeen identified as the primary source of passenger injuries and haveeven been cited in several cases as causing death. Deaths have beendirectly attributed to air-bags predominantly in low-speed accidents.However, despite the difficulty in nailing down a single cause of deathin high-speed accidents, it is likely that air-bags have also played asignificant role in deaths resulting from high-speed accidents.

[0004] A large number of these injuries have involved shorterdrivers—more specifically, drivers 5′0″ or less in height—who adjust theseat position so that a distance between the air-bag and the driver arereduced below a safe clearance. Of course, it should be understood thatdrivers taller than 5′0″ may also position themselves within the minimumsafe clearance and this positioning is dangerous regardless of theheight of the driver. In known systems, as all of the adjustment fordrivers of various sizes is generally done through seat movement,shorter drivers are often positioned much closer to the steering wheel(and the air-bag contained therein) than are taller drivers. Asindicated above, this often results in shorter drivers (e.g., 5′0″ orless in height), along with taller drivers who chose to sit close to thesteering wheel, being positioned within a predetermined safe clearance.Depending on the air-bag system used, the safe clearance may vary.However, a 10″ clearance between the driver and the air-bag is usuallysufficient to eliminate the negative effects of air-bag systems.

[0005] Conventional seats generally allow adjustment of the driver'sseat between a rearward-most position and a forward-most positionseparated by a distance sufficient to accommodate the range of leglengths in the adult population, e.g., approximately 8″. These systemsprimarily address differences in leg length as differences in arm andtorso length among the population are less substantial.

[0006] Thus, in order to operate the pedals in prior systems, shorteradults were forced to move the seat forward, often to the forward-mostposition while a portion of taller adults also chose to move the seatbeyond the safe clearance. This causes a corresponding distance closurebetween the drivers chest and head and the steering wheel in which theair-bag is often located. Thus, when the seat is in the forward-mostposition, a driver will be separated from the steering wheel by adistance less than the required minimum safe clearance.

[0007] This problem has been addressed by systems which determine whenthe driver is positioned closer than the minimum safe clearance and thenadjust or suspend air-bag operation. In addition to disabling air-bagswhen the clearance is unsafe, prior systems have slowed the rate ofair-bag inflation or inflated the air-bag in stages. However, thesesystems may deprive shorter drivers of the full effectiveness of theair-bag system.

[0008] Other areas of concern are in the appropriate use of reducedinflation bags and in post-crash escape and rescue actions. Seat belts,automatic door locks and electric windows often become liabilitiesfollowing severe impact, rollover, or in submerged vehicle situations.

[0009] However, little attention has been paid to computerized safetyautomation and post-crash escape as they relate to these features.Rather, industry efforts have been directed to manual devices such asthe “Pointed Window Breaking Hammer” now offered as a car safetyaccessory to expedite escape.

SUMMARY OF THE INVENTION

[0010] The present invention is directed to a vehicle safety devicecomprising a seat mounted within a passenger compartment of the vehicle,wherein the seat is movably connected to a vehicle frame by a seatposition adjusting mechanism which allows the seat to move along an axisbetween a forward-most position and a rearward-most position. An air-bagis mounted within the passenger compartment in front of the forward-mostposition of the seat, with the forward-most position of the seat definedas a position of the seat in which a distance between a passenger seatedin the seat and the air-bag is equal to a minimum safe clearance.

[0011] The present invention is also directed to a method of maintaininga minimum safe clearance between an air-bag mounted in a vehicle and avehicle passenger including the steps of preventing motion of a seattoward the air-bag beyond a forward-most position wherein, when in theforward-most position, a passenger seated in the seat is separated fromthe air-bag by a predetermined minimum safe clearance and providing aposition adjusting mechanism for at least one vehicle control pedal toallow a passenger seated in the seat to adjust a distance between theseat and the at least one pedal by moving the at least one pedal towardand away from the seat.

BRIEF DESCRIPTION OF THE DRAWINGS

[0012]FIG. 1 shows a side view of a passenger compartment of a vehicleequipped with a vehicle safety system according to a first embodiment ofthe invention;

[0013]FIG. 2 shows a partially cross-sectional side view of a firstpedal position adjustment apparatus for use with the first embodiment ofthe invention;

[0014]FIG. 3 shows a partially cross-sectional side view of a secondpedal position adjustment apparatus for use with the first embodiment ofthe invention;

[0015]FIG. 4 shows a partially cross-sectional front view of the pedalposition adjustment apparatus of FIG. 3;

[0016]FIG. 5 shows a partially cross-sectional side view of a thirdpedal position adjustment apparatus for use with the first embodiment ofthe invention;

[0017]FIG. 6 shows a plan diagram of a computer controlled vehiclesafety system according to the present invention;

[0018]FIG. 7 shows a partially cross-sectional side view of a fourthpedal position adjustment apparatus for use with the first embodiment ofthe invention;

DETAILED DESCRIPTION

[0019]FIG. 1 shows a system according to the present invention in whicha driver positioned on a seat 2 adjusts the position of the seat 2 to adesired position between rearward and forward-most positions separatedby a distance X. Then, the driver adjusts the position of the pedals 4so that, when in the desired seat position, the driver can comfortablyreach the pedals 4 (accelerator, brake, clutch, etc.). Those skilled inthe art will understand that any known manual or automatic seatpositioning mechanism may be employed in a vehicle safety deviceaccording to the invention. For example, as is known in the art, a seatposition adjusting mechanism may include a lever 11 which, in a firstposition, prevents the seat 2 from moving forward and rearward andwhich, in a second position, releases the seat 2 so that the seat 2 maybe moved forward and rearward by a passenger seated in the seat 2.

[0020] A vehicle safety system according to the present invention limitsthe motion of the seat 2 toward the steering wheel 6 or other point ofdeployment of an air-bag 8 so that a distance A between the driver andthe air-bag 8 is at least a minimum safe clearance. Thereafter, theremainder of any further reduction of the distance between the driverand the pedals 4 is achieved by a rearward adjustment of the position ofthe foot pedals 4.

[0021] By providing limited adjustment of the position of the seat 2,drivers may still adjust for the relatively smaller variations in chestdepth and arm length while the adjustment of the position of the pedals4 allows for the larger adjustments necessary to accommodate differencesin leg length.

[0022] The minimum safe clearance may be maintained by limiting seatback motion toward the steering wheel 6 center to a distance equal tothe minimum safe clearance plus a value for a minimum adult chest depth(e.g., approximately 8″). Thus, for a 10″ minimum safe clearance andusing 8″ for the minimum adult chest depth, the seat 2 would beprevented from moving forward past a point where the seat back is 18″from the steering wheel 6. In such a system, as pedal positionadjustment allows for the greater difference in leg length, a distancebetween the forward-most and rearward-most positions of the seat,allowing only for the lesser differences between arm lengths, could bereduced to approximately 2½″. Then, providing 6″ of adjustment betweenforward-most and rearward-most positions of the foot pedals 4 makesavailable to the driver of such a vehicle an amount of total adjustmentof the distance between the driver and the pedals 4 comparable to thatprovided in previous systems. Those skilled in the art will understandthat, although distances between the driver and the steering wheel 6 arebeing discussed as examples, the only distance that matters is thatbetween an occupant of the vehicle (driver or passenger) and the air-bagcover.

[0023]FIG. 2 shows a manual system for pedal position adjustment whichoperates similarly to the mechanisms in use for manual adjustment ofseat position. When a lever 12 is moved into a release position, a pedalslide mechanism 14 coupled between the frame of the vehicle 1 and thepedals 4 is released into an unlocked configuration in which a pedalslide housing 18 and, consequently, the pedals 4 may be slid forward andrearward relative to the vehicle dashboard 16 (FIG. 1) to a desiredposition. When the lever 12 is moved from the release position to alocked position, the pedal slide housing 18 is locked into the desiredposition. Of course, the lever 12 may be biased toward the lockedposition, e.g., by a spring, so that the lever 12 automatically returnsto the locked position when released. Those skilled in the art willrealize that, if desired, individual pedals 4 may be mounted to separatepedal slide mechanisms 14 thereby allowing each pedal 4 to be adjustedto an optimum position. Alternatively, the pedals 4 may be coupledtogether for motion forward and rearward in unison so that apredetermined relative positioning of the pedals 4 is maintained.

[0024] The pedal 4 of FIG. 2 is pivotally coupled to a slide housing 18for rotation about an axle 20 with an upper extension 24 of the pedalbar 22. The upper extension 24 abuts a first pin 26 which is slidablyreceived in a channel 28 formed in the slide housing 18 and a firstpulley 30 is pivotally mounted on the first pin 26. A second pulley 32is pivotally mounted on a second pin 34 which is fixedly coupled to theslide housing 18 and a cable 36 extends from an anchor 38, around thefirst and second pulleys 30, 32, through a firewall 40 via a conduit 41to an actuator (not shown) which operates a vehicle control device (notshown), e.g., clutch, brake or accelerator.

[0025] The letter P in FIG. 2 indicates the position of the pedal 4 in apressed position while the letter U indicates the position of the pedal4 in an unpressed position. When in the unpressed position U, the upperextension 24 extends substantially vertically so that the first pin 26and the first pulley 30 are positioned at the rear of the channel 28 asthe pedal 4 is biased into the unpressed position U by, for example, aspring or other known mechanism. In the unpressed position U with thefirst pulley 30 at the rear of the channel 28, a portion of the cable 36extending between the anchor 38 and the first pulley 30 is at a minimumlength thereby operating the actuator into a configuration correspondingto the unpressed condition of the pedal 4. When the pedal 4 is depressedto the pressed position P, the upper extension 24 rotates (clockwise asseen in FIG. 2) to the position indicated by the dashed line pushing thefirst pin 26 and the first pulley 30 forward in the channel 28 andincreasing the length of the portion of the cable 36 which extendsbetween the first pulley 30 and the anchor 38. This draws the actuatorinto a configuration corresponding to the pressed position P of thepedal 4.

[0026] The slide housing 18 is slidably mounted to a channel member 42which is rigidly coupled to a lower surface of the dashboard 16 orbracketed to the firewall 40 for motion between forward-most andrearward-most pedal positions separated by a distance B. Those skilledin the art will understand that regardless of the position of the slidehousing 18 along the channel member 42, the total cable length from thefirewall 40 to anchor 38 remains constant and, therefore, the action ofthe cable 36 on the actuator will be unchanged by an adjustment of theposition of the slide housing 18. Thus, the position of the pedal 4 maybe adjusted forward and rearward without affecting the operation of theactuator or the corresponding vehicle control device.

[0027]FIG. 3 shows an adjustable pedal position mechanism substantiallysimilar to that of FIG. 2 except that the slide housing 18 extendsfurther vertically with the first pulley 30 arranged below the secondpulley 32 as opposed to the lateral arrangement depicted in FIG. 2 and,in addition, FIG. 3 shows a mechanism for locking the pedal slidemechanism 14 in a desired position. In addition, FIG. 3 shows anexemplary mechanism for locking the slide housing 18 and, consequently,the pedal 4 in a desired position along the channel member 42. Thelocking mechanism includes a ridged plate 44 biased toward an uppersurface of the slide housing 18 by springs 46. The ridged plate 44includes a plurality of projections 48 sized to be received in recesses50 formed in an upper surface of the slide housing 18. The ridged plate44 is coupled to the lever 12 so that, when the lever 12 is pulledupward, the ridged plate 44 is disengaged from the slide housing 18 andthe slide housing 18 may be freely slid forwardly and rearwardly alongthe channel 42. Then, when the lever 12 is released after adjusting thepedal 4 to the desired position, springs 46 move the ridged plate 46down into engagement with the recesses 50 of the slide housing 18 tomaintain the slide housing 18 in the desired position. Those skilled inthe art will understand that the above-described locking mechanism isexemplary only and that any number of known mechanisms may be used tolock the channel in the desired position.

[0028]FIG. 4 shows a partially cross-sectional front view of theadjustable pedal position mechanism of FIG. 3 showing two pedals 4mounted to slide housings 18 which are rigidly coupled to one anothervia a connecting member 52 so that the position of both pedals 4relative to one another is maintained constant as the adjustable pedalposition mechanism is operated to achieve a desired pedal position. Asindicated by the third pedal 4 shown in dotted lines in FIG. 4, thoseskilled in the art will recognize that any number of pedals may beinterlinked for common forward and rearward motion with this mechanism.In the alternative, additional pedals may be de-linked from the firsttwo pedals to allow independent positioning thereof. In addition, thoseskilled in the art will understand that one or more slide housings 18may be formed as a single one-piece unit together with the correspondingconnecting members 52 so that the unit as a whole moves along thechannel 42.

[0029]FIG. 5 shows an alternative embodiment of the adjustable pedalposition mechanism of FIG. 2 which incorporates structure essentiallyidentical to that of FIG. 2 except that the cable 36 is coupled at oneend to the anchor 38 while the other end of the cable 36 is coupled to alever 54 which is pivotally coupled to the fire wall 40 via a mount 56.The lever 54 is positioned adjacent a member 58 which, when depressed,may operate either an electric switch sending a signal corresponding toa degree of depression of the pedal 4 to the vehicle control device viaa cable 60 or a push rod which mechanically actuates a vehicle controldevice as is known in the art. In addition, the adjustable pedalposition mechanism of FIG. 5 is coupled, for example via a worm gear(not shown) to a servo motor 62 for automatically adjusting the positionof the pedal 4. Specifically, the servo motor 62 operates based on inputfrom the driver to move the pedal 4 forward or rearward to the desiredposition and to lock the pedal 4 in the desired position. Alternatively,the servo motor may be operated based on memory stored in a CPU of avehicle control system to select a predetermined pedal position (orpedal and seat position) based on predetermined preferences for thecurrent driver. Of course, for such systems with the pedal positionadjusted in accord with commands from a CPU, the seat position and pedalposition may be automatically controlled in accord with criteria storedin a memory to ensure that the minimum safe clearance is maintained.

[0030] Those skilled in the art will understand that, as a substitutefor the servo motor 62 of FIG. 5, any suitable automatically operablepower source may be employed to automatically adjust the position of thepedals 4 employing any number of suitable mechanisms such as thoseemployed, for example, with powered seats.

[0031] As shown in FIG. 6, an adjustable pedal position mechanism as inFIG. 5, may be integrated into a computerized vehicle safety systemoperated by a CPU 64 which may be part of an on-board microprocessorcontrolling various vehicle functions.

[0032] The CPU 64 is coupled to a multiplicity of vehicle controldevices including, for example, a clutch control 66, a brake control 68,a throttle control 70, operating condition sensors including, forexample, speed and direction sensors 72 and exterior distance sensors74. In addition, the CPU 64 is coupled to vehicle safety componentsincluding, for example, driver notification devices 76; crash sensitivein-car device controls 78 which may, for example, control door and seatbelt unlocking, window opening, motor shut-off, placement of 911 calls;and an air-bag inflation control system 80; and sensors supplyinginformation to the vehicle safety system including, for example, a childseat detector 82, a seat occupied sensor 84, a seat belt in use sensor86, driver/passenger distance and elevation sensors 88, 98, seatposition sensors 90 and submerged vehicle condition sensors 92. Theoccurrence of a crash may be detected, for example, by the accelerationor other sensors used to activate the air-bags, roll-over sensors, etc.

[0033] An alternative pedal position adjustment mechanism of FIG. 6 issubstantially identical to the pedal position adjustment apparatusdescribed in the previous embodiments except that instead of the cablecoupled to an actuator via a first fixed pulley and a second movablepulley, a sensor 94 detects a degree of rotation of each of the pedals 4about the axle 20. Each sensor 94 supplies an output signalcorresponding to the angular position of the corresponding pedal 4 tothe CPU 64 which supplies a corresponding control signal to a vehiclecontrol device corresponding to the particular pedal 4.

[0034] The computerized vehicle safety system of FIG. 6 may allowadjustment of both seat and pedal position through operation of a singleswitch 95 corresponding to currently employed seat position switches,but may be pre-programmed to prevent the driver from adjusting the seatto a position within the minimum safe clearance. As the driver operatesthe switch 95 to request a forward motion of the seat 2, the CPU 64operates the servo motor 62 to direct a forward motion of the seat 2until the driver reaches the minimum safe clearance (as determined byeither a driver position sensor or a pre-set forward-most seatposition). The CPU 64 then halts the forward motion of the seat 2locking the seat 2 in the forward-most position and begins moving thepedals 4 toward the driver until the driver indicates that a desiredposition of the pedals 4 has been achieved. The CPU 64 then directs theadjustable pedal position mechanism to lock the pedals 4 in the desiredposition. Alternatively, the system of FIG. 6 may also include aseparate pedal position switch 97 allowing the passenger to adjust theposition of the pedals 4 regardless of the current position of the seat2.

[0035] As indicated above, a preferred embodiment of the invention mayemploy, as an alternative to a predetermined forward-most seat positionbased on a minimum adult chest depth, an electronic passenger distancesensor 88 to monitor, e.g., chest to air-bag distance. The CPU 64 thenmonitors the chest to air-bag distance and controls motion of the seat 2and the pedals 4 to maintain the minimum safe clearance. Upon detectingthe minimum safe distance has been achieved, forward seat motion ishalted and all further motion request of the driver is transferred tothe servo motor 62. In addition, although the seat is prevented frommoving forward beyond the minimum safe clearance, if a driver orpassenger moves his body relative to the seat to temporarily encroachbeyond the minimum safe clearance, the CPU 64 may control the air-baginflation control 80 to cause it to operate in a reduced clearance modein which, under predetermined conditions, the system may, for example,reduce an inflation pressure, disable the air-bag or deploy the air-bagin staged inflation until the driver or passenger returns beyond theminimum safe clearance. When the driver has returned beyond the minimumsafe clearance, the system discontinues the reduced clearance modeoperation.

[0036] Upon an adjustment for rear movement of the seat 2 being calledfor, the CPU 64 directs operation in reverse of that employed forforward motion of the seat 2. That is, when the servo motor 62 isoperated to retract the pedals 4 (toward the front of the vehicle),until the forward-most position of the pedals 4 is reached. Then CPU 64directs additional distance adjustments by moving the seat 2 rearward.

[0037] An optional front limit button 96 permits a driver to select as apersonal forward-most position, any position of the seat 2 in which thepassenger seated therein is separated from the air-bag by at least theminimum safe clearance and to make adjustments for leg length by movingthe pedals 4 rearward. This allows drivers of all sizes to takeadvantage of a more rearward pedal position thereby reducing thepossibility of lower limb injury.

[0038] The present design of “seat slide only” adjustment has alsoresulted in visual limitations to drivers of small stature as shorterdrivers stretch to reach the pedals 4. This need to stretch in turnlimits the amount of seat elevation that can be physically utilized.

[0039] However, rearward adjustment of the position of the pedals 4offered by the present invention eliminates such stretching, and allowsa full range of seat elevation to be employed by all drivers regardlessof height, permitting all to obtain optimum design eye level.

[0040] An elevation sensor 98 may be coupled to the CPU 64 positionedwithin the passenger compartment to detect an actual height of adriver's head. As is known to those skilled in the art, the elevationsensor 98 may employ technology such as ultrasonic sensors similar tosensors included in commercially available distance meters. Using astandard value representing an average difference between a height ofthe top of a person's head and their eyes, (e.g., 4″) an optimum eyeelevation position may be automatically obtained as the CPU 64 directsan electric motor (not shown) in the seat 2 to elevate the seat 2 untilthe elevation sensor 98 indicates that the optimum eye level has beenobtained.

[0041] Thus, the present invention provides an automatic driver seatpositioning system (DPS), which utilizes both front and elevationsensors to automatically position the driver in an optimum visual andair bag protection position.

[0042] Those skilled in the art will understand that, although thedescribed embodiments show overhead or dashboard slung foot pedals and apedal position adjustment mechanism adapted thereto, the invention mayalso be applied in vehicles with floor mounted pedals or other pedalmounting arrangements, so long as a combination of pedal movement andseat movement is provided to ensure that a minimum safe clearancebetween the driver or other passenger and an air-bag is maintained. Inaddition, though the described embodiments and examples refer to driverseat control and a steering wheel located air-bag, the same concepts maybe applied to other passenger seating and air-bag arrangements tomaintain a minimum safe clearance between the passenger and the air-bag.

[0043] Of course, as indicated in FIG. 6, the CPU 64 may preferably becoupled to a plurality of vehicle systems to create an integratedvehicle safety system. Specifically, in addition to controlling theair-bag system and the seat and pedals to maintain a minimum safeclearance, the system of FIG. 6 may include, for example, sensors fordetermining whether a child seat is mounted on a particular seat,whether a particular seat belt is in use, the position of the seats,whether a vehicle is submerged or in another post-crash situation andsystems for disabling the ignition of the vehicle after an accident, forautomatically lowering the windows in a submerged vehicle situation, forunlocking the doors and unfastening the seat belts after an accident andfor operating a cell phone and/or navigation system to make a call to911.

[0044] The driver/passenger distance sensors 88 offer a practical methodof controlling the inflation of multi stage and/or controlled inflationair-bags, when so equipped. E.g., when the distance sensor 88 indicatesthat the minimum safe distance has been encroached upon, thecorresponding air-bag would be activated at a reduced inflation rate.Optimum Air Bag inflation activation and rate may be continuouslycomputed by the CPU 64 based upon input from 72, 74, 82, 84, 86 and 88.

[0045] For example, encroachment beyond the minimum safe clearance, orthe detection of a low speed impact, based upon exterior distancesensors 74 and vehicle speed, would initiate a lower inflation settingfor the related air-bag. Thus, the system is further enhanced byinterfacing with other systems that detect seat occupancy and/or activeseat belt use, providing a continuous basis of multi-factor safeinflation evaluation.

[0046] Present foot pedal designs vary considerably by automanufacturer, but generally utilize either cable or rod control of gas,brake and clutch. In the preferred embodiment all foot pedals aremounted on a single sliding platform located under dash, supported fromthe firewall and/or dash, and activated by either manual or motorizedcontrol as described above.

[0047] Combined with motorized control, the vehicle safety system ofFIG. 6 may employ the sensors 98 and 88 to provide automatic, optimizeddriver positioning, regardless of weight or height.

[0048] This customized driver positioning system may be implemented bythe CPU 64 by, for example, activating seat/pedal position control inthe following 3 steps:

[0049] #1—The seat 2 is first returned to its lowest and rearward-mostposition;

[0050] #2—After step 1 has been achieved, the seat 2 is then elevated toits optimum eve level position, i.e., the point at which the distanceindicated by elevation sensor 98 equals an optimum distance stored inmemory;

[0051] #3—After steps 1 and step 2 have been completed, the seat 2 isadvanced to its minimum safe position, the point at which the distanceindicated by the distance sensor 88 is equal to a predetermined minimumsafe distance stored in memory or, alternatively, by advancing the seat2 to a preselected forward-most position.

[0052] Those skilled in the art will understand that, these steps may beperformed in any order. However, adjusting the eye height firsteliminates inaccuracies in detection of the distance between thepassenger and the air-bag that may result from the varying contour ofthe passenger (i.e., some portions of the passengers anatomy may projectfurther forward than others). Thus if horizontal positioning isperformed first, a later change in vertical position may alter thecritical distance between the sensed portion of the passenger and theair-bag.

[0053] The driver would then adjust the pedals 4 to the most comfortableposition by further activation of the seat position activator.

[0054]FIGS. 7 and 8 show an alternative adjustable pedal positionmechanism which eliminates the cable and pulley arrangements of FIGS. 2and 3. Specifically, the adjustable pedal position mechanism of FIGS. 7and 8 includes geared slides 100, 102 mounted on rollers 104 and mountedwithin a housing 106. The geared slides 100, 102 are maintained inposition within the housing 106 by guides 108 with a circular gear 110mounted therebetween. The circular gear 110 is non-rotatably coupled tothe pedal rod 22 which extends into the housing 106 via an opening 107and, consequently, to the pedal 4 by a pin 112 which rides in a slots114 formed in opposed walls of the housing 106. The circular gear 110 isheld in an engaged position between the geared slides 100,102 in whichteeth of the circular gear 110 engage teeth of the slides 100, 102 bythe bias of a spring 114 which abuts a knob 116 which extends out of thehousing 106. The knob 116 is mounted on the pin 112 so that, when theknob 116 is pushed toward the housing 106 against the bias of spring114, the circular gear 110 is moved to a disengaged position in whichthe teeth of the circular gear are out of engagement with the teeth ofthe slides 100,102.

[0055] Thus, by depressing the knob 116, the circular gear 110 and thepedal 4 can be slid to any position along the length of housing 106.Upon releasing the knob 116, the teeth of the circular gear 110 againengages the teeth of slides 100, 102 and the pedal 4 is locked in a newposition. Those skilled in the art will understand that, when the pedal4 is depressed, the pedal rod 22 rotates the circular gear 110(clockwise as seen in FIG. 7) which can cause either the slide 100 toslide forward (to the left in FIG. 7) or the slide 102 to slide rearward(to the right in FIG. 7) depending on which of stops 121 and 123 hasbeen removed. Those skilled in the art will understand that the forceapplied by the pedal 4 to the slides 100, 102 may be applied by theslide 100 to a push rod connector 118 or by the slide 102 to a pullcable 120 and that this force may then be transmitted to an actuator fora corresponding vehicle control device.

[0056] One of removable stops 121, 123 is thus utilized at therespective corner 122, 124 to allow either pull cable or push rodcontrol action selection. For example, removal of stop 121 directs allpedal motion to a forward motion of slide 100 using a rod connector 118while removal of stop 123 directs all pedal motion to a rearward motionof slide 102 which uses a cable connector 120.

[0057] Of course as with the previously described embodiments, thoseskilled in the art will understand that, although manual adjustment hasbeen described in regard to the adjustable pedal position mechanism ofFIGS. 7 and 8, motorized control would provide similar action and couldbe implemented with similar structure. In addition, those skilled in theart will understand that the present invention is compatible with anyalternative mechanisms for utilizing pedal motion to operate a vehiclecontrol device (e.g., hydraulic systems).

[0058] While a separate motor is preferred for the foot pedal track, itcould also be accomplished by direct connection to the seat drive, suchas in a cable shaft drive common to speedometers. While overhead slungpedals are shown, floor mounted pedals are intended to have similarcontrols.

[0059] Similar seat and distance sensors are suggested for other air bagprotected passengers, to maintain a safe air-bag distance. Thesedistance detectors could be set to halt forward seat movement and issuean audible and/or visible warning when the minimum safe distance isencroached upon.

[0060] In addition, those skilled in the art will recognize that brakingand accelerator controls may be further monitored and acted upon by theCPU 64 based upon input from the Exterior Distance Sensors 74 inconjunction with Speed and Direction Sensors 72. For example, if theSpeed and Direction sensors 72 and related Exterior Distance Sensors 74detect imminent impact, additional braking forces may be activated viabrake control 68.

[0061] All safety threats detected by the CPU 64 may also be conveyed tothe driver by an audio and/or visual alert system.

[0062] Those skilled in the art will understand that the examples ofdistances such as the minimum safe clearance from an air-bag arediscussed throughout this specification, but these distances may vary ona case-by-case basis. In addition, those skilled in the art willunderstand that the above-described embodiments are illustrative onlyand there are many variations and modifications of the disclosedembodiments which will be apparent to those skilled in the art. Thesevariations and modifications are considered to be within the scope ofthe invention which is intended to be limited only by the claimsappended hereto.

What is claimed:
 1. A vehicle safety device comprising: a first seatmounted within a passenger compartment of the vehicle, the first seatbeing movably connected to frame of the vehicle by a first seat positionadjusting mechanism, the first seat position adjusting mechanismallowing the first seat to move along a first axis between aforward-most position and a rearward-most position; and a first air-bagmounted within the passenger compartment in front of the forward-mostposition of the first seat, the forward-most position being defined as aposition of the first seat in which a distance between a passengerseated in the first seat and the first air-bag is equal to a minimumsafe clearance.
 2. The vehicle safety device according to claim 1,wherein the first seat is a driver's seat and wherein the vehicleincludes at least one vehicle control pedal positioned in the passengercompartment forward of the first seat, the vehicle safety device furthercomprising a pedal position adjusting mechanism for moving the at leastone pedal toward and away from the first seat.
 3. The vehicle safetydevice according to claim 2, wherein the pedal position adjustingmechanism includes a pedal mounting member to which the at least onepedal is rotatably mounted, the pedal mounting member being slidablymounted within the passenger compartment so that the at least one pedalmay be slid along a pedal adjusting axis substantially parallel to thefirst axis between a forward-most position and a rearward-most position.4. The vehicle safety device according to claim 2, wherein, when in theforward-most position, a seat-back of the first seat is separated fromthe first air-bag by a distance equal to the minimum safe clearance plusa value corresponding to an adult chest depth.
 5. The vehicle safetydevice according to claim 2, further comprising a distance sensor whichdetects a distance between a passenger seated in the first seat and thefirst air-bag, the forward-most position being defined based on thedistance detected by the distance sensor.
 6. The vehicle safety deviceaccording to claim 2, further comprising: a second seat mounted withinthe passenger compartment, the second seat being movably connected tothe vehicle frame by a second seat position adjusting mechanism, thesecond seat position adjusting mechanism allowing the second seat tomove along a second axis parallel to the first axis between aforward-most position and a rearward-most position; and a second air-bagmounted within the passenger compartment in front of the forward-mostposition of the second seat, the forward-most position of the secondseat being defined as a position of the second seat in which a distancebetween a passenger seated in the second seat and the second air-bag isequal to a minimum safe clearance.
 7. The vehicle safety deviceaccording to claim 1, wherein the first seat is a driver's seat and thefirst air-bag is mounted in a steering wheel of the vehicle and whereinthe vehicle includes at least one vehicle control pedal movably coupledto a pedal mount, the pedal mount being movably mounted to the vehicleso that the at least one pedal may be moved toward and away from thefirst seat.
 8. The vehicle safety device according to claim 7, furthercomprising a cable extending from a first end coupled to an actuator ofa vehicle control device, around first and second pulleys to a secondend thereof, the second end of the cable being coupled to an anchormember, the first pulley being rotatably and movably coupled to thepedal mount and the second pulley being rotatably and non-movablycoupled to the pedal mount.
 9. The vehicle safety device according toclaim 8, further comprising an abutment member coupled to the at leastone pedal and abutting the first pulley so that, upon actuation of thepedal, the first pulley moves relative to the pedal mount applying acorresponding force to the cable to operate the actuator of the vehiclecontrol device.
 10. The vehicle safety device according to claim 1,wherein the first seat position adjusting mechanism includes a firstmotor and a seat position switch coupled to the first motor so thatactuation of the seat position switch causes a corresponding motion ofthe first seat.
 11. The vehicle safety device according to claim 10,further comprising: a computer coupled between the first motor and theseat position switch; and a distance sensor which detects a distancebetween a passenger seated in the first seat and the first air-bag, thedistance sensor being coupled to the computer; wherein the computerdetermines the location of the forward-most position of the first seatso that, when the first seat is in the forward-most position, a distancebetween a passenger seated in the first seat and the first air-bag isequal to the minimum safe clearance and wherein the computer preventsfurther operation of the first motor in a forward direction when thefirst seat reaches the forward-most position.
 12. The vehicle safetydevice according to claim 11, further comprising a pedal mount to whichat least one vehicle control pedal is mounted and a second motor coupledto the pedal mount wherein, when the first seat is in the forward-mostposition, upon actuation of the seat position switch to request forwardmotion of the first seat the computer operates the second motor to movethe pedal mount toward the first seat.
 13. The vehicle safety deviceaccording to claim 11, further comprising a pedal switch, operation ofthe pedal switch causing a corresponding motion of the pedal mount. 14.The vehicle safety device according to claim 12, further comprising amemory in which preferred first seat and pedal mount positions arestored.
 15. The vehicle safety device according to claim 11, furthercomprising a third motor coupled to the first seat to move the firstseat vertically.
 16. The vehicle safety device according to claim 15,further comprising a height sensor for sensing a height of eyes of apassenger in the first seat, wherein the height sensor is coupled to thecomputer and wherein the computer controls the third motor to move thefirst seat vertically until an optimum eye height is achieved.
 17. Thevehicle safety device according to claim 1, wherein the seat positionadjusting mechanism includes a lever which, in a first position,prevents the first seat from moving forward and rearward and which, in asecond position, releases the first seat so that the first seat may bemoved forward and rearward by a passenger seated in the first seat. 18.The vehicle safety device according to claim 11, wherein, when thedistance sensor indicates that a passenger seated in the first seat hasencroached within the minimum safe distance, the computer controlsoperation of the first air-bag in a reduced clearance mode.
 19. Thevehicle safety device according to claim 18, wherein in the reducedclearance mode, the computer prohibits deployment of the first air-bag.20. The vehicle safety device according to claim 18, wherein in thereduced clearance mode, the computer reduces an inflation pressure ofthe first air-bag.
 21. The vehicle safety device according to claim 18,wherein in the reduced clearance mode, the computer directs stagedinflation of the air-bag.
 22. The vehicle safety device according toclaim 1, further comprising: first and second geared members movablymounted within the pedal mount; a geared wheel non-rotatably coupled tothe at least one pedal, the geared wheel being received between thefirst and second geared members so that rotation of the geared wheelcauses a corresponding motion of one of the first and second gearedmembers; and one of a push rod and a pull cable coupled between thefirst geared member and an actuator of a vehicle control devicecorresponding to the at least one pedal.
 23. The vehicle safety deviceaccording to claim 2, wherein a plurality of pedals are coupled to thepedal position adjusting mechanism so that, when the position of thepedals is adjusted a predetermined positioning of the pedals relative toone another is maintained.
 24. The vehicle safety device according toclaim 1, further comprising a motor coupled to the first seat to movethe first seat vertically.
 25. The vehicle safety device according toclaim 24, further comprising: a height sensor for sensing a height ofeyes of a passenger in the first seat; and a seat position controllerthat controls the motor to move the first seat vertically until anoptimum eye height is achieved.
 26. The vehicle safety device accordingto claim 1, further comprising a height sensor for sensing a position ofa portion of a passenger seated in the first seat corresponding to aheight of the eyes of the passenger.
 27. The vehicle safety deviceaccording to claim 26, further comprising a vertical motion motor whichoperates based on data from the height sensor, to adjust a height of thefirst seat to attain an optimum eye height of a passenger seated in thefirst seat.
 28. The vehicle safety device according to claim 1, furthercomprising a distance sensor sensing a position of a passenger seated inthe first seat corresponding to a distance between the passenger and thefirst air-bag.
 29. The vehicle safety device according to claim 28,further comprising a horizontal motion motor which operates based ondata from the distance sensor, to move the first seat along the firstaxis until the distance sensor indicates that the first seat is in theforward-most position.
 30. The vehicle safety device according to claim12, further comprising an override switch which allows a passenger toselect a personal forward-most position so that, when the first seat isin the personal forward-most position, actuation of the seat positionswitch to request further forward motion of the first seat initiatesrearward motion of the pedals.
 31. The vehicle safety device accordingto claim 5, further including a passenger notification device coupled tothe distance sensor wherein, when a passenger moves forward within theminimum safe clearance, the notification device notifies the passengerthat the minimum safe clearance has been encroached upon.
 32. A methodof maintaining a minimum safe clearance between an air-bag mounted in avehicle and a vehicle passenger to be protected by the air-bag, whereinthe vehicle includes a seat which may be moved toward and away from theair-bag, the method comprising the steps of: limiting motion of a seattoward the air bag to prevent motion of the seat beyond a forward-mostposition wherein, when in the forward-most position, a passenger seatedin the seat is separated from the air-bag by a predetermined minimumsafe clearance; and adjusting a position of at least one vehicle controlpedal to achieve a desired distance between the seat and the at leastone pedal.
 33. The method according to claim 32, wherein the vehicleincludes a computer, a sensor for detecting a distance between apassenger seated in the seat and the air-bag and a seat motor for movingthe seat toward and away from the air-bag, wherein the step of limitingmotion of the seat is performed by the computer which prohibits furtherforward directed action of the seat motor when the sensor indicates thatthe distance between a passenger seated in the seat and the air-bag isequal to the minimum safe clearance.
 34. The method according to claim33, wherein the vehicle further includes a pedal motor for moving the atleast one pedal toward and away from the seat, the method furthercomprising the step of: operating the pedal motor to move the pedalsrearward toward the seat while the seat is in the forward-most position.35. The method according to claim 33, further comprising the step of:preventing the air-bag from deploying when the sensor indicates that apassenger seated in the seat has encroached within the minimum safeclearance.
 36. The method according to claim 33, further comprising thestep of: reducing an inflation rate of the air-bag when the sensorindicates that a passenger seated in the seat has encroached within theminimum safe clearance.
 37. The method according to claim 33, furthercomprising the step of: inflating the air-bag in stages when the sensorindicates that a passenger seated in the seat has encroached within theminimum safe clearance.
 38. The method according to claim 33, whereinthe vehicle includes crash detecting means for determining whether acrash has occurred, the method further comprising the step of:configuring the vehicle in a post-crash mode in response to input fromthe crash detecting means, the post-crash mode including performance ofat least one of the following sub-steps: shutting down a vehicle engine;unlocking doors of the vehicle; lowering vehicle windows; and operatingvehicle communication devices to request assistance.